Signaling system for high-voltage railways.



v 0. P. NAGHOD. SIGNALING SYSTEM FOR HIGH VOLTAGE RAILWAYS.

I APPLIOA'TION FILED JULY 23, 1912. 1, 1 1 1,85 1 Patented Sept. 29, 1914.

2 SHEETS-SHEET 1.

' WITNESSES I v I 2 INVENTOR BY Z G. P. N AGHOD. SIGNALING SYSTEM POR'HIGH VOLTAGE RAILWAYS.

APPLICATION FILED JULY 23, 1912.

Patented Sept. 29, 1914.

2 SHEETS-SHEET 2.

llllll' 'ATTORNE-Y I I I Uni-TED STATES PATENT OFFICE.

CARL .r'. NAcHon, or PHILADELPHIA, rENnsYLvaNIA. I

to anelectricrailway system a signa Application filed July 23,

To all whom it may concern:

Be it known that I, CARL P. N'AoHon, a citizen of the United States, residingin, the city of Philadelphia, county of Philadelphia, and State of Pennsylvania, have invented a new and useful Signaling System for l'ligh -Voltage Railways, of which the following is a specification.

My invention relates to a signaling sys-' tem for use in connection with an electric railway, partlcularly when the latter em-- age.

- It is the object of my invention to apply 2 system whose motive devices, electro-magnets, etc, shall be subjected to a voltage less than the voltage of the electric railway system; and whose conductors, magnet windings, etc., shall be maintained, by a source of electro-motive-force, at a potential higher thaniearth or the return circuit or path for the power current, whereby, among other things, the signaling system as a whole is independent of conditlons in. the return or earth connection ofthepower system; and

in carrying out my invention] I prefer to resort to apparatus and arrangements which electric railway system. 0 hi her voltage.

shall cause ,a minimum oforsubstantially no waste of energy in the signaling system,

notwithstanding its e06 oration .with the The power' cbnsum tion or an electric railway is-relativel'y igh, due to the fact that heavy cars or trains. must be moved and when the power must'be transmitted a long distance, as'when the electr c railway is of unusual:- length' as. for example, an.

inter-urban railway, economy is efi'ected byv vraising'the voltage on the feeders and com tact conductors or trolley wireslllhestandard pratice for along time has been teema pressure of 500 volts,-or ,thereabout, {more recently railways have L been equipped-to o rate on a line voltage" of and other will wire, which i very costly and which ref quires greater winding.space, because of greater proportion of space'occupied by insulation and because such insulation must 7 ploys current delivered to it at high voltthe si naling system. u

A SIGNALING SYSTEM FOR HIGH-VOLTAGE RAILWAYS.

Specification of Letters Patent? Patented Sept. 29, 1914.

1912. SerialNo. 711,023. g

be heavier for'tlie higher voltages, to ac-' molp liable to derangement and over-heating. In other words to adapt signaling apparatus to a high voltage system involves greater expense andgreater size of-the'signaling apparatus without accomplishing any better or improved results. And the employment of resistances in the circuits of the windings-of the signaling apparatus i n ,volves unnecessary waste of energy. Bv my invention however I subJect the signalcomplish the same results and which is vfar ing apparatus to a lower voltage than the. voltage of the electric railway system, par- :ticularly when the voltage of the electric railway system is 1200 or 500 volts, more or less, though it is to be understood that my invention is equally. applicable to a 500 volt, electric railway system, or an electric railway'system of any other voltage.

My invention resides in the features hereinafter described and claimed.

For an illustration of some of the forms which gram illustrating another methodvo pro viding a lower voltage for the operation of tary agram showin a rther methodiof diagram illustrating a further method of 3 is, av fragmena securing a lowervo tage for the sigaling system operation. Fig. 4' is a fragmentary my invention may take reference is to be. had to the accompanying drawings, 1n

Figure 1 1s a diagrammatic view of 'cir 5 cuits and apparatus illustrating one form of my-invention. F g.2 is a fragmentar dia-v trating the means for operating the revolving switch employed in the system illusint g the signaling system.

' Referring-to Fig. 1, G and G represent trated in Fig.1. Fig.6 is a view illustrat ing the control of signal disks onetime-,- 'phores. Fig. 7 is a fragmentary dia" g 7 maticview ofmeans for maintaining, ower. jf

way '5system. OrGr and G may represent the' iijirec't current sides of two rotary trapsformers supplying. current for the operat on ofan electric railway system, or asection thereon The contact conductor (pr-trolley a securing a lower voltage for'operation' of the signaling system. Fig. 5 is a'vlew 1ll1is- 106 two generators connectedinseriefs with each. 5 other between the .fedeer conductor f and the} j grease-er rail return 9. 011m electric rub I it into electrical connection with the con-.

wire of the electric railway system is represented at 1 with which connections are made to the feeder f at a plurality of points, as indicated for exampleata, a. By way of example merely I'have shown a signaling system associated with a single track block of an electric railway system. It is to be understood however that my invention is not limitedin this regard but that it is applicable in other relations to electric railway systems of any number of tracks. And it is to be understood further that my invention is not restricted to the particular signaling system described, for it is within my invention to employ any other suitable signaling system.

The contact conductor 1 is here illustrated as extending throughout a block at whose ends arethel turnouts or sidings beginning at the points 2 and 3. At the turn-out 2 is located the signaling apparatus X and at the turn-out 3" is located the signaling apparatus Y. v

- Similar parts at station Y are designated by characters similar to those at station X but with the addition of prime marks.

-Atstation X the control contactor comprises the contacts 4 and 5 disposed lo'ngi-' tudinally of and in proximity to conductor 1; They are insulated from each other and engaged in succession by the traveling contact, such as trolleywheel, carried by a railway vehicl or trainysuch traveling contact or trolley wheel being indicatedat station Y at 2. When the traveling contact engages either contact 4 or contact 5 it brings dnctor 1.

- The contact 4 is connected'by conductor 6 with the armature 7 of relay F and contact 5 connects by conductor 8 with the armature 910i relay E. The armatures 7 and 9 normally re'stagainst the back contactsl0, and 11 and whenattracted engagethe front contacts 12 and 13. Contacts 10 and 13; are connected to each other and contacts 9 and 12 are connectedto each other. One terminal .of the winding .of relay F, is connected to contacts- 12 and 9, and, similarly, one'termi-. nal of the winding of relay E is connected to contacts 13 and 7. The otherterminal of the winding, of relay F connects by conductor 14. with one terminal of the electromagnet C whose other terminal connects through-conductor 15 with the conductor K constitute the return conductor of the signailing-system,- such conductor K'being at a substantial voltage above the'ground or rail return 9 and connected at 16' between the two generators or sources G and G. The

remaining terminal of the winding relay E connects through conductor" 17 with one terminal of electroemagnet A whose other terminal connects withv the conductorv K through conductor 18. 3

I in circuit.

. the dotted circle 34.

When a car or vehicle passes from left to right under contacts 4 and 5, contact 4 is first brought into connection with the condnctor l, by the traveling contact, and accordingly current flows from contact 4 through conductor 6, armature 7, contacts 16 and 13, relay E, conductor 17, electromagnet- A, to conductor K. Accordingly electro-magnet E is energized attracting armature 9 away from contact 11 and into engagement with contact 13. When the contact is reached by the traveling-contact,

current flows through conductor 8,- armature 9, contact 13, electro-magnet E, electro-magnet A to conductor K, thus retaining the connections the same as when contact 4 was When the signals are in neutral position,

'as illustrated, thatis, not giving an indication, there is a circuit. from conductor 1 through conductor 19, contact 20, conductor 21, switch 22, 23, contact 24, contact 25, condnctor 26, conductor 27 through magnet H to the signal return conductor K.

A car entering the block from the turnout 2, from le'ft'to right, causes, dueto the through the magnet A to the conductor K to the other. terminal of the generator G, to

whose voltage only the'signal system is subjected. .The' energization of magnet A Since the connections are eX- actly symmetr cal for relay F, a car running in opposite dlrection first makes c1rcu1t connection of relay E, a current to flow 1 causes the dog 3l, Fig. 5, to step the notched .wheel 32 around one notch thereby rotating the shaft '33 so that the contact 22 breaks circuit with contact .23, thus breaking the circuit of the magnet'I-I which is accordin ly deenergized, thereby releasin its armature, and accordingly the red disli signal,

the stop signal R, is moved by gravity, see Fig. 6, to indicating position, indicated by When this occurs contacts 35 ai1d 36' are bridged by 37, and 1 'current accordingly flows through conductor 19, contact 36, member 37, contact 35',

through'red lamp 0" to the return conductor K, causing the red lamp 7? to glow and give a red or stop signalcorresponding with the red disk RC Current also fiows simultaneously through conductor 19, contact 36,

member 37', and the interlock signal wire 39., 39, through contacts 40 and 41, controlled by magnet H thence through switch i armature, and allows the white disk W to be indicating position 34. In moving to indicating position the white signal W closes circuit between conductor 19 and contact 48 thereby allowing current to flow from conductor 1, through conductor 19, contact 48, white light w, to conductor I Every impulse of currentlthrough magnet A rotates the revolvin switch, shown in Fig. 5, one notch in cloc (wise direction, and .every impulse of current in coil .0, as a .result of a car .leaving'"'the block to the turnout 2, from right toleft, rotates the revolving. switch one notch in. counter clockwise direction. Therefore after all cars entering the blockv have left-the block the signals will again resume their neutral positions. When a car goes completely through the block from left to right 1t will set a white or permissive signal at the entering end and stop orred at the leaving end.

The above .is.the general operation of thesignalin system illustrated. While it has further featuresof advantage and operation, the same are not ertinent to the present invention and are t erefore omitted.

It is apparent from' the foregoing description that the magnets and windings of the ference of potential between the trolley wire 1 and the earth or rail g, but to a potential ,less than the electri railway potential, withthe result that the e is. far less danger to.

the signaling apparatus, ,both as to heating,

- furthermore itwill be'less liable to derange ment andwill be smaller andless expensive than if required to operate on the full v'olt- 7 age in the electric railway system, and will 40 operate economically-as to the consumption o sources G'jand; G may'each reduce a ressure of 600 volts, whereby t ere isa' d1fier- V enceof potential of 120.0 voltsbetweenthe trolleywire Iand the ground or-relay At a, Fig. 1, is shown a trolley wheel in the act ofv traversing the contact 5'. In sodoing'it admits energy from the-trolley wire neously to-the motors I in series between the trolley'w f the track or earth return 9' these motors representing the motors for driving the car or train whose movements ale governed by q thefcar. are t us subjected to 1200 volts pressurethesignaling system is subjected only to 600 volts ressure by isolat ng the signaling system cm the "ground or rail return ofithe, electricirailway system and employ system employing a voltage other than 1-200 signaling system are not subject to the difsparking, break down of insulation, etc., and

power. For example the generators or.

winding and, as in the 1 to the signaling system, and simult'af M: and ,"M' com ected I heel e and the. signalin system. While .the motors-onvolts. And my inventionmay be applied with advantage to the more ordinary 500 or 600 volt electric railway systems in which case thedifi'erence of potentialbetweenthe conductor 1 and the conductor K may. be 250 or 300 volts. y

It is" to be understood also that my invention is not limited to subjecting the signaling system to exactly one-half the voltage of the electric railway system. For evample" the generator G may produce a pres sure of 500 volts, and the generator G a pressure of 100 volts, in which case the signaling system could be subjected to a pressure of only 100 volts. Fig. 2 illustrates anothcrmo'de of providing for the signaling system a potential lower than that of the electric railway sys tem. Here G may be the direct current end of a rotary transformer having the slip rings 60, 61, 6,2, and 63 connected by taps to suitable portions of the winding of the armature of the machine G Here the conductors 64 and 65 are, those supplying alter-- hating current of one phase to rings 60 and 61, .w ile the conductors 66 and 67 supply alternating current of another phase to the 'nected an inductance 68 and: between the brushes bearing upon the rings 62 and 63 is connected the inductance 69. The conductor K of the signaling system is connected to the mid-point of each of these inductances. By this means the voltage upon the signalin system will be substantially one-half the vo tage of the electric railway system, that is, the voltage of the direct cm-rent'side of the rotary transformer. Assuming the conductors 64, 65, 66, and 67 omitted and'Gr to be a direct current generator driven by motor, engine, or otherwise, the slip rings are connected to suitable points of the armature revious case, the voltage between the conductor 1 and the conductor K will be substantially one-half the voltage maintained by generator G In Fig. 3. G is a generator'supplying current to ,the'electric railway system. Across the terminals of-the generator are connected in-seriesthetwo armatures 70 and 71, and the shunt fields'72 and 73 are also connected I in series with eachother acrossthe terminals of the generator-G. In-thl8 case theyconductor .K is connected to oneterminal of the armature (0,ancli-f the armatures 70 and 71' are similar and disposed in: similar fields:

the voltage of the signaling system will he 'onerlialfr thatof the ,generator Gr.- Here agaim'however, the armature 70,- may enerate :a 'counter-electro-motive-force d1 er- 'ent from. the immature 71, these armatures running as motor armatures. with the re.-

sult that the voltage on the si gnaling-sy s tem between conductor 1v and conductor K may be made a fraction other than one-half the voltage of the generator G In Fig. i a plurality of electrolyticcells are connected inseries with each other across the terminals of the generator G,

and the conductor K is connectedsto the midpoint, or any other point, so that the voltage upon the signaling system is less than the voltage of the generator G These electrolytic cells 74, '7 5, may be storage 4 cells, in which case the bank 74 has large the signaling v and railway systems Here enough capacity to carry the current neces-' sary for the signaling system, while thebank 75 may be of smaller cells giving suitable counter-electro-motive-force.

In the different arrangements hereinbe-' fore described, there is disposed between the return conductor of the -signaling system and the return conductor of the electric railway system a source of counter-electro 'motive-force opposing current flow through the signaling system to the retu conductor of the electric railway system,

way system. l 1 I Fig. 7 illustrates an arrangement where the energy for the signaling system is independently'generated and a source of voltage disposed between the return conductors-of G is the source of energy for the'railway systems. Sources 76 and 77 have a total voltage equal to the Voltage'of the-source G.

I The source-77 opposes current flow through the signaling system to the conductor G of the railway system. The sources 7 6 and 77 may be of any suitable character, as motor or engine driven generators, batteries, etc.

- of failure of the signaling apparatus, etc.

What I claim is: v l. The combination wtih an electric railstystem, of supply and return conductors there or, a'signaling system, a'return conductor for said signaling system independ- 'ent of the return conductor of said electric railway system, and a source ofelectro-motive-force connected between said return conductors opposingflow of current through saidsignaling system to said return conductor'of said electric' railway system.

2. In combination, an electric railway system, supply and return conductors therefor, 'ineanssupplying energy to said railway syse energy for the signaling system being derived from the source supplying energy to the electric rail-v 'ductorof said means common to both said electric railway the supply conductors of said railway system and of said signaling systembeing in elec-' trical communication with each other, and

a source of electro-motive force connected between said return conductors opposing -flow of current through said signaling'systerm to the return conductorof said railway system.

3.v The combination with an electric railway system, of supply and return conductors therefor, a source of energy deliyering current-over said supply and return eonductors for said railway system, a signal ing system, and a retur n conductor therefor in electrical communication with said source of energy and maintained at a potential higher than the potential of said return conductor of said railwaysystem.

4. The combination with an electric railway system, o-fsupply and return conductors therefor, a source of energy delivering ourrent to said system over said conductors, a signaling system having supply and return conductors, and means for impressing upon said conductors of said signaling system energy derived from" said source at a potential fractional of the-potential of said electric, railway-system-and maintaining said signaling system-conductors at a potential higher than the return conductor of said railway system.- a

. 5. The combination with an electric railwaysystem, of a contact conductor and a 'returnconductor, a source of energy delivering eurrentto said system over said con-- ductors, a signaling system vcomprisingfa signal, signal controlling meansand a contact, a second contact movablewith a vehicle delivering energy from said contact conductor to said signaling system contact and simultaneously to said vehicle, and a return conductor-for said signaling system maintained at .a potential h gher than the return conductor of said elect ic railway system; i

system, of supply and return conductors therefor, a signaling system, a' supply conductor therefor in electrical communication with said supply conductor of said railway system, a return conductor for said signaling system" independent of the'return conductor of said electric railway system, a source of electro-' motive-force connected between said return conductors Jopposing flow of current through saidsignaling slystin to said return cone ectric railway system, and

system and said signaling system for sup-' plyingenergy thereto. 1

6. The combination with 'an electric railway I 7. In combination, an electric railway system, supply and return conductors therefor, an associated signaling system, supply and. return conductors therefor, said supply affixed mysignature the presence of the I conductors being comnon; anl said return two subscribing witnesses.

conductors 'maintaine at 'di erent potentials, whereby said signaling system is sub- CARL NAOHOD' 5 jected to a voltage lower than the voltage Witnesses:

V of said electric railway system. ELEANOR T. MoCALL,

In testimony whereof I have hereunto BEATRICE .WHITNEY. 

